US20150114099A1 - Direct injection solenoid injector opening time detection - Google Patents
Direct injection solenoid injector opening time detection Download PDFInfo
- Publication number
- US20150114099A1 US20150114099A1 US14/515,052 US201414515052A US2015114099A1 US 20150114099 A1 US20150114099 A1 US 20150114099A1 US 201414515052 A US201414515052 A US 201414515052A US 2015114099 A1 US2015114099 A1 US 2015114099A1
- Authority
- US
- United States
- Prior art keywords
- window
- slope
- mean
- data
- filter
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000001514 detection method Methods 0.000 title claims description 48
- 238000002347 injection Methods 0.000 title abstract description 19
- 239000007924 injection Substances 0.000 title abstract description 19
- 239000000446 fuel Substances 0.000 claims abstract description 10
- 238000013480 data collection Methods 0.000 claims description 27
- 238000000034 method Methods 0.000 claims description 21
- 238000012545 processing Methods 0.000 claims description 12
- 230000001174 ascending effect Effects 0.000 claims description 6
- 238000005070 sampling Methods 0.000 claims description 5
- 230000001360 synchronised effect Effects 0.000 claims description 3
- 230000006870 function Effects 0.000 description 8
- 230000008569 process Effects 0.000 description 5
- 230000008901 benefit Effects 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 230000001934 delay Effects 0.000 description 2
- 238000012546 transfer Methods 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000737 periodic effect Effects 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
- F02M65/005—Measuring or detecting injection-valve lift, e.g. to determine injection timing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
- F01N2900/1806—Properties of reducing agent or dosing system
- F01N2900/1821—Injector parameters
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2034—Control of the current gradient
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2058—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using information of the actual current value
Definitions
- the present disclosure relates generally to injector solenoid controls, and more specifically to a method and apparatus for detecting a precise opening time of an injector solenoid applied for a direct injection system.
- Modern vehicle controls such as those used in direct injection or other similar system engine control systems, frequently require a controller to determine or estimate the time the injector solenoid opens.
- the vehicle systems rely on an injector opening time response in order to predict aspects of the engine system, such as fuel rail pressure. These predictions are made in real time utilizing a linear transfer function.
- the engine systems require a reliable detection of injector opening time for each injection, at each stroke.
- Current control systems also require that the opening time detection have a high accuracy in order to guarantee proper operation.
- Disclosed is a method for detecting a fuel injector solenoid opening time including detecting a slope inflection in a derivative of a current draw during a data collection period, using slope inflection detection and discrimination filters.
- the vehicle includes at least one current sensing function capable to detect a injector current draw of the and a controller connected to current sensing function.
- the controller is capable to detect a slope inflection in a derivative of the injector solenoid current draw using slope inflection detection and discriminator filters, thereby detecting the opening time of the injector solenoid.
- FIG. 1 schematically illustrates a vehicle according to one embodiment of the invention.
- FIG. 2 illustrates a current draw profile of a solenoid direct injection injector.
- FIG. 3 illustrates a high level flow chart of an injector opening time detection process.
- FIG. 4 illustrates the delay start and data collection steps of FIG. 3 in greater detail.
- FIG. 5 illustrates the ‘determine opening time detection’ window step of FIG. 3 in greater detail.
- FIG. 6 illustrates the ‘detect slope inflection point’ step of FIG. 3 in greater detail.
- FIG. 7 illustrates the operation of a slope discrimination filter.
- FIG. 1 schematically illustrates a vehicle 10 including an internal combustion engine 20 .
- Operation of the engine 20 relies on periodic injections of fuel from a fuel injector solenoid 30 in a process referred to as direct injection.
- a controller 40 such as an engine controller, controls the injection timing, phasing and splitting and relies on accurate injector opening time response data in order to predict a physical fuel rail pressure in real time. The prediction is calculated according to a linear transfer function that has a good correlation with dependency on temperature.
- the illustrated engine controller 40 includes a slope inflection based injector opening time detector.
- the injector opening time detector is a software module.
- the engine controller 40 detects a current input to the direct injector solenoid 30 using existing sensing functions and constructs a current profile of the direct injector solenoid 30 .
- the current profile is a representation of the direct injector solenoid 30 input current with respect to time.
- FIG. 2 illustrates an example current profile 100 of a direct injector solenoid 30 .
- the controller 40 initially begins opening the direct injector solenoid 30 at a start of injection 110 .
- the current profile 100 rapidly rises until it reaches a peak 120 .
- the current profile 100 begins an exponential decline 122 until the reaching a current holding phase 124 .
- a direct injector solenoid 30 is fully open at least a minimum time period after the start of injection.
- the minimum time period is illustrated as a delay window 130 .
- the controller 40 begins collecting data from the current profile 100 , in order to precisely determine the injector opening time.
- the current data is collected from the end of the delay window 130 until the beginning of the current holding phase 124 . This window of time is referred to as the data collection window 140 .
- FIG. 3 illustrates a high level flowchart 200 of the process by which the controller 40 determines the opening time of the direct solenoid injector 30 .
- the controller 40 delays data collection until after the delay window 130 has elapsed in a delay start step 210 .
- the controller 40 begins data collection in a data collection step 220 .
- the controller 40 collects data for the duration of the data collection window 140 and stores the data collected in a data buffer. Once all the injector opening data has been stored in the data buffer, the controller 40 determines an opening time detection window (illustrated in FIG. 5 ) in a determine opening time detection window step 230 .
- the opening time detection window is a subset of the data collection window during which it is possible for the injector to have reached a fully open state.
- the controller 40 discards the data that is outside of the opening time detection window from the buffer and the remaining data is processed with slope inflection and discrimination filters in a ‘detect slope inflection’ point step 240 .
- the controller 40 identifies the time when the solenoid 30 became fully open based on the timing of the peak of a slope inflection amplified by the slope discrimination filter.
- the slope inflection filter and the slope discrimination filter are implemented as software modules within the controller 40 . In alternate examples, the slope inflection and discrimination filters can be implemented in other vehicle components including a processor capable of performing the corresponding calculations.
- the determination of the fully open time is made in a calculate opening time step 250 .
- the controller 40 can then output the fully open time to any other system, such as another controller or an on board diagnostic (OBD1/OBD2) system.
- OBD1/OBD2 on board diagnostic
- FIG. 4 illustrates the delay start step 210 and the data collection step 220 in greater detail.
- the delay start step 210 delays the collection of data by the controller 40 until a pre-defined length of time has elapsed from the start of injection.
- the delay reduces the amount of data stored in a data buffer during the data collection step 220 by reducing the length of the date collection step 220 .
- the decreased amount of data in the data buffer makes the controller 40 operations more efficient.
- the particular predefined length of time is a calibration value that can be determined by one of skill in the art, and should not be longer than a minimum possible opening time of the solenoid.
- a data input 310 is utilized to determine a current profile within the previously described data collection window 140 .
- the data input 310 is a current drawn by the direct injector solenoid 30 and is sampled at a high data sampling rate.
- a low pass filter is applied to the data to remove high frequency noise.
- the data is then down sampled from high to low data rate.
- the rate of the down sampling is configurable and can be adjusted to reflect the particular processing power and speed of the controller 40 .
- the illustrated data output 320 is an example data output from the data collection step 220 . As can be seen, the data is truncated before the data collection window 140 and after the data collection window 140 .
- FIG. 5 illustrates the operations of the determine opening time detection window step 230 .
- the determine opening time detection window step 230 utilizes the data from the data buffer. Depending on injector types, some types of injector openings occur before injector peak current, and others occur after injector peak current. As an example the injector openings discussed occurred after injector peak current.
- the operations of the determine opening time detection window step 230 can cover both injector types.
- the controller 40 then calculates the derivative of the data within the data buffer and determines a maximum value of the data within the buffer. As the current holding phase 124 begins at the end of the data collection window 140 , the controller 40 determines that the solenoid must become fully open at some point between the maximum value of the data and the start of the current holding phase 124 .
- the controller 40 sets an opening time detection window 410 as extending from the time of the peak value of the data buffer until the end of the data buffer.
- the data within the data buffer can again be truncated by eliminating all data outside the opening time detection window 410 . This truncation further reduces the amount of data required to be analyzed by the controller 40 .
- the controller 40 applies the detect slope inflection point step 240 .
- FIG. 6 illustrates the detect slope inflection point step 240 in greater detail.
- the filters are a slope inflection detection filter and a slope discrimination filter.
- the slope inflection detection filter locates a slope inflection point, and the slope discrimination filter magnifies the slope inflection for threshold detection.
- the controller calculates the derivative of the current profile data contained within the opening time detection window, and applies a slope inflection detection filter first, then a slope discrimination filter (described below with regards to FIG. 7 ) to the resulting derivative data.
- An output 510 of the slope discrimination filter is further illustrated in FIG. 6 .
- the controller 40 applies the slope discrimination filter to amplify a slope inflection, without amplifying other variations in the data.
- the controller 40 By applying the slope discrimination filter, the controller 40 generates the slope inflection output 510 .
- a predefined threshold 520 is stored in a memory of the controller 40 .
- the sole peak 530 above the predefined threshold 520 indicates the presence of a slope inflection, with the peak point being the occurrence of the slope inflection.
- the injector opening time is calculated by the controller 40 according to the following relationship:
- Opening time (window start+peak position+processing offset+filter delay)*down sampled data sample rate.
- the window start being the time at which the controller 40 begins the opening time detection window
- the peak position 530 being the time at which the slope inflection detector output 510 peaks
- the processing offset and the filter delay being constants
- the data sample rate being the rate at which the current profile data has been down sampled.
- the processing offset constant and the filter delay constant are calibration constants that are calibrated depending on the particulars of the given system. Specific processing offset constants and filter delay constants for any given system can be calculated by one of skill in the art having the benefit of this disclosure.
- the controller 40 can output the injector solenoid 30 opening time to other sub-routines within the controller 40 , to another engine controller, to an engine diagnostics system (OBD1/OBD2), or to any other vehicle system.
- OBD1/OBD2 engine diagnostics system
- FIG. 7 illustrates the principles of operation of the slope inflection detection filter and the slope discrimination filter described above.
- Both the slope inflection detection filter and the slope discrimination filter utilize two synchronized sliding windows, a mean window 610 and a median window 620 , to detect and amplify a slope inflection.
- the median window 620 is a larger window and fully encompasses the mean window 610 .
- Both windows 610 , 620 slide through the derivative of the data within the opening time detection window (alternately referred to as the detection signal 630 ) entry by entry at the same time, doing slope calculation and nonlinear filtering, over the entire detection signal 630 the data in the median window 620 is sorted before calculating a mean term.
- a median term is calculated in median window 620 entry by entry.
- a mean term is calculated in mean window 610 entry by entry.
- the size of both the mean window 610 and the median window 620 are calibration values that can be experimentally or mathematically determined for a particular injection solenoid 30 by one of skill in the art having the benefit of this disclosure.
- the value of the output of the slope inflection detection filter is determined by the following relationship:
- mean is the mean value of the data points in the mean window 610
- ABS is the absolute value function.
- the value of the output of the slope discrimination filter is determined by the following relationship:
- G fact and d fact are variable gain terms with G fact always being greater than 1, and d fact always being less than 1.
- the offset term is related to the difference between the Median term (mid) and the mean term (mean).
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
- This application claims the benefit of U.S. Provisional Application No. 61/896,710 filed on Oct. 29, 2013.
- The present disclosure relates generally to injector solenoid controls, and more specifically to a method and apparatus for detecting a precise opening time of an injector solenoid applied for a direct injection system.
- Modern vehicle controls, such as those used in direct injection or other similar system engine control systems, frequently require a controller to determine or estimate the time the injector solenoid opens. The vehicle systems rely on an injector opening time response in order to predict aspects of the engine system, such as fuel rail pressure. These predictions are made in real time utilizing a linear transfer function.
- To properly utilize predictive systems, the engine systems require a reliable detection of injector opening time for each injection, at each stroke. Current control systems also require that the opening time detection have a high accuracy in order to guarantee proper operation.
- Disclosed is a method for detecting a fuel injector solenoid opening time, including detecting a slope inflection in a derivative of a current draw during a data collection period, using slope inflection detection and discrimination filters.
- Also disclosed is a vehicle utilizing direct injection solenoid fuel injectors. The vehicle includes at least one current sensing function capable to detect a injector current draw of the and a controller connected to current sensing function. The controller is capable to detect a slope inflection in a derivative of the injector solenoid current draw using slope inflection detection and discriminator filters, thereby detecting the opening time of the injector solenoid.
-
FIG. 1 schematically illustrates a vehicle according to one embodiment of the invention. -
FIG. 2 illustrates a current draw profile of a solenoid direct injection injector. -
FIG. 3 illustrates a high level flow chart of an injector opening time detection process. -
FIG. 4 illustrates the delay start and data collection steps ofFIG. 3 in greater detail. -
FIG. 5 illustrates the ‘determine opening time detection’ window step ofFIG. 3 in greater detail. -
FIG. 6 illustrates the ‘detect slope inflection point’ step ofFIG. 3 in greater detail. -
FIG. 7 illustrates the operation of a slope discrimination filter. -
FIG. 1 schematically illustrates avehicle 10 including aninternal combustion engine 20. Operation of theengine 20 relies on periodic injections of fuel from afuel injector solenoid 30 in a process referred to as direct injection. Acontroller 40, such as an engine controller, controls the injection timing, phasing and splitting and relies on accurate injector opening time response data in order to predict a physical fuel rail pressure in real time. The prediction is calculated according to a linear transfer function that has a good correlation with dependency on temperature. - Existing injectors utilize a combination of empirical data sets and predictive modeling to estimate the response time of the
direct injector solenoid 30. While this method can provide adequate results, the predictions are not necessarily precise and include multiple assumptions. Further still, the predictive modeling requires a significant investment of controller processing power. The processing power requires a dedicated injection controller and/or limits alternate functions of theengine controller 40. - The illustrated
engine controller 40 includes a slope inflection based injector opening time detector. In one example, the injector opening time detector is a software module. Theengine controller 40 detects a current input to thedirect injector solenoid 30 using existing sensing functions and constructs a current profile of thedirect injector solenoid 30. The current profile is a representation of thedirect injector solenoid 30 input current with respect to time. - With continued reference to
FIG. 1 , and with like numerals indicating like elements,FIG. 2 illustrates an examplecurrent profile 100 of adirect injector solenoid 30. Thecontroller 40 initially begins opening thedirect injector solenoid 30 at a start ofinjection 110. Immediately following the start ofinjection 110, thecurrent profile 100 rapidly rises until it reaches apeak 120. After thepeak 120, thecurrent profile 100 begins anexponential decline 122 until the reaching acurrent holding phase 124. - It is known in the art that a
direct injector solenoid 30 is fully open at least a minimum time period after the start of injection. The minimum time period is illustrated as adelay window 130. Once thedelay window 130 has passed, thecontroller 40 begins collecting data from thecurrent profile 100, in order to precisely determine the injector opening time. The current data is collected from the end of thedelay window 130 until the beginning of thecurrent holding phase 124. This window of time is referred to as thedata collection window 140. - With continued reference to
FIGS. 1-2 ,FIG. 3 illustrates ahigh level flowchart 200 of the process by which thecontroller 40 determines the opening time of thedirect solenoid injector 30. Upon starting to open thedirect solenoid injector 30 at the start ofinjection 110, thecontroller 40 delays data collection until after thedelay window 130 has elapsed in adelay start step 210. - Once the
delay window 130 has elapsed, thecontroller 40 begins data collection in adata collection step 220. Thecontroller 40 collects data for the duration of thedata collection window 140 and stores the data collected in a data buffer. Once all the injector opening data has been stored in the data buffer, thecontroller 40 determines an opening time detection window (illustrated inFIG. 5 ) in a determine opening timedetection window step 230. The opening time detection window is a subset of the data collection window during which it is possible for the injector to have reached a fully open state. - Once the opening time detection window has been determined, the
controller 40 discards the data that is outside of the opening time detection window from the buffer and the remaining data is processed with slope inflection and discrimination filters in a ‘detect slope inflection’point step 240. Thecontroller 40 identifies the time when thesolenoid 30 became fully open based on the timing of the peak of a slope inflection amplified by the slope discrimination filter. The slope inflection filter and the slope discrimination filter are implemented as software modules within thecontroller 40. In alternate examples, the slope inflection and discrimination filters can be implemented in other vehicle components including a processor capable of performing the corresponding calculations. The determination of the fully open time is made in a calculateopening time step 250. Thecontroller 40 can then output the fully open time to any other system, such as another controller or an on board diagnostic (OBD1/OBD2) system. - With continued reference to
FIGS. 1-3 ,FIG. 4 illustrates thedelay start step 210 and thedata collection step 220 in greater detail. As described above, with regards toFIG. 3 , the delay startstep 210 delays the collection of data by thecontroller 40 until a pre-defined length of time has elapsed from the start of injection. The delay reduces the amount of data stored in a data buffer during thedata collection step 220 by reducing the length of thedate collection step 220. The decreased amount of data in the data buffer makes thecontroller 40 operations more efficient. The particular predefined length of time is a calibration value that can be determined by one of skill in the art, and should not be longer than a minimum possible opening time of the solenoid. - Once the time delay has passed, a
data input 310 is utilized to determine a current profile within the previously describeddata collection window 140. Thedata input 310 is a current drawn by thedirect injector solenoid 30 and is sampled at a high data sampling rate. A low pass filter is applied to the data to remove high frequency noise. The data is then down sampled from high to low data rate. The rate of the down sampling is configurable and can be adjusted to reflect the particular processing power and speed of thecontroller 40. Once the data has been fully down sampled, the data is stored in a data buffer and is output from thedata collection step 220 as adata output 320. - The illustrated
data output 320 is an example data output from thedata collection step 220. As can be seen, the data is truncated before thedata collection window 140 and after thedata collection window 140. - With continued reference to
FIGS. 1-4 ,FIG. 5 illustrates the operations of the determine opening timedetection window step 230. The determine opening timedetection window step 230 utilizes the data from the data buffer. Depending on injector types, some types of injector openings occur before injector peak current, and others occur after injector peak current. As an example the injector openings discussed occurred after injector peak current. The operations of the determine opening timedetection window step 230 can cover both injector types. Thecontroller 40 then calculates the derivative of the data within the data buffer and determines a maximum value of the data within the buffer. As thecurrent holding phase 124 begins at the end of thedata collection window 140, thecontroller 40 determines that the solenoid must become fully open at some point between the maximum value of the data and the start of thecurrent holding phase 124. - The
controller 40 sets an openingtime detection window 410 as extending from the time of the peak value of the data buffer until the end of the data buffer. The data within the data buffer can again be truncated by eliminating all data outside the openingtime detection window 410. This truncation further reduces the amount of data required to be analyzed by thecontroller 40. Once the openingtime detection window 410 has been determined, thecontroller 40 applies the detect slopeinflection point step 240. - With continued reference to
FIGS. 1-5 ,FIG. 6 illustrates the detect slopeinflection point step 240 in greater detail. Two specific, non-linear, digital filters are used in this step. The filters are a slope inflection detection filter and a slope discrimination filter. The slope inflection detection filter locates a slope inflection point, and the slope discrimination filter magnifies the slope inflection for threshold detection. In the detect slopeinflection point step 240, the controller calculates the derivative of the current profile data contained within the opening time detection window, and applies a slope inflection detection filter first, then a slope discrimination filter (described below with regards toFIG. 7 ) to the resulting derivative data. Anoutput 510 of the slope discrimination filter is further illustrated inFIG. 6 . - Once a slope inflection location is identified with the slope inflection detection filter, the
controller 40 applies the slope discrimination filter to amplify a slope inflection, without amplifying other variations in the data. By applying the slope discrimination filter, thecontroller 40 generates theslope inflection output 510. Apredefined threshold 520 is stored in a memory of thecontroller 40. Thesole peak 530 above thepredefined threshold 520 indicates the presence of a slope inflection, with the peak point being the occurrence of the slope inflection. - Once the
slope inflection point 530 has been determined, the injector opening time is calculated by thecontroller 40 according to the following relationship: -
Opening time=(window start+peak position+processing offset+filter delay)*down sampled data sample rate. - With the window start being the time at which the
controller 40 begins the opening time detection window, thepeak position 530 being the time at which the slopeinflection detector output 510 peaks, the processing offset and the filter delay being constants, and the data sample rate being the rate at which the current profile data has been down sampled. The processing offset constant and the filter delay constant are calibration constants that are calibrated depending on the particulars of the given system. Specific processing offset constants and filter delay constants for any given system can be calculated by one of skill in the art having the benefit of this disclosure. - Once the opening time has been determined by the
controller 40 in the calculateopening time step 250, thecontroller 40 can output theinjector solenoid 30 opening time to other sub-routines within thecontroller 40, to another engine controller, to an engine diagnostics system (OBD1/OBD2), or to any other vehicle system. - With continued reference to
FIGS. 1-6 , and with like numerals indicating like elements,FIG. 7 illustrates the principles of operation of the slope inflection detection filter and the slope discrimination filter described above. - Both the slope inflection detection filter and the slope discrimination filter utilize two synchronized sliding windows, a
mean window 610 and amedian window 620, to detect and amplify a slope inflection. Themedian window 620 is a larger window and fully encompasses themean window 610. Bothwindows entire detection signal 630 the data in themedian window 620 is sorted before calculating a mean term. A median term is calculated inmedian window 620 entry by entry. A mean term is calculated inmean window 610 entry by entry. - The size of both the
mean window 610 and themedian window 620 are calibration values that can be experimentally or mathematically determined for aparticular injection solenoid 30 by one of skill in the art having the benefit of this disclosure. - The value of the output of the slope inflection detection filter is determined by the following relationship:
-
Out=mid*d fact−(mean*g fact). - Where Out is the output value, mid is the center value of the data points in the
median window 620 once the data points in themedian window 620 have been sorted in ascending order, mean is the mean value of the data points in themean window 610, and dfact and gfact are variable factors. dfact and gfact are determined by the following relationships: -
g fact=1+ABS(mid−mean) -
d fact=1−ABS(mid−mean) - Where mid is the center value of the data points in the
median window 620 once the data points in themedian window 620 have been sorted in ascending order, mean is the mean value of the data points in themean window 610, and ABS is the absolute value function. - As a result of the above relationships, the bigger the difference between the value of the median window 620 (mid) and the mean window 610 (mean), the greater the factor gfact will be. Similarly, the bigger the difference between the value of the median window 620 (mid) and the mean window 610 (mean), the smaller factor dfact will be. This difference in gfact and dfact results in an output (out) that greatly magnifies a slope inflection.
- The value of the output of the slope discrimination filter is determined by the following relationship:
-
Output=Mid*G fact−(Mean*d fact−Offset) - Where Mid, Mean, Gfact, and dfact are the previously described terms and Offset is determined by the following relationship:
-
Offset=ABS(Mid−Mean)/(length of mean window) - Where Mid and Mean have their previously described definitions and the length of mean window is the time encompassed by the
mean window 610. ABS is the absolute value function. - Further, as previously described Gfact, and dfact are variable gain terms with Gfact always being greater than 1, and dfact always being less than 1. The offset term is related to the difference between the Median term (mid) and the mean term (mean).
- While the above process is described with regards to a direct injection engine control system, it is understood that the process can be applied by alternate controllers to determine an accurate solenoid opening time for any similar system and is not limited to fuel injection timing controls.
- It is further understood that any of the above described concepts can be used alone or in combination with any or all of the other above described concepts. Although an embodiment of this invention has been disclosed, a worker of ordinary skill in this art would recognize that certain modifications would come within the scope of this invention. For that reason, the following claims should be studied to determine the true scope and content of this invention.
Claims (20)
g fact=1+ABS(mid−mean)
d fact=1−ABS(mid−mean)
g fact=1+ABS(mid−mean)
d fact=1−ABS(mid−-mean)
Offset=ABS(mid−mean)/(length of mean window)
g fact=1+ABS(mid−mean)
d fact=1−ABS(mid−mean)
g fact=1+ABS(mid−mean)
d fact=1−ABS(mid−mean)
Offset=ABS(mid−mean)/(length of mean window)
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US14/515,052 US9453488B2 (en) | 2013-10-29 | 2014-10-15 | Direct injection solenoid injector opening time detection |
EP14189880.9A EP2884084B1 (en) | 2013-10-29 | 2014-10-22 | Opening time detection of a solenoid injector for direct injection |
MYPI2014003045A MY171596A (en) | 2013-10-29 | 2014-10-27 | Direct injection solenoid injector opening time detection |
KR1020140147662A KR101639720B1 (en) | 2013-10-29 | 2014-10-28 | Direct injection solenoid injector opening time detection |
CN201410590156.XA CN104832308B (en) | 2013-10-29 | 2014-10-29 | Direct injection electromagnetic valve injector opening time detection |
JP2014220386A JP5968398B2 (en) | 2013-10-29 | 2014-10-29 | Direct injection solenoid injector open time detection |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US201361896710P | 2013-10-29 | 2013-10-29 | |
US14/515,052 US9453488B2 (en) | 2013-10-29 | 2014-10-15 | Direct injection solenoid injector opening time detection |
Publications (2)
Publication Number | Publication Date |
---|---|
US20150114099A1 true US20150114099A1 (en) | 2015-04-30 |
US9453488B2 US9453488B2 (en) | 2016-09-27 |
Family
ID=52993923
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US14/515,052 Active 2035-05-23 US9453488B2 (en) | 2013-10-29 | 2014-10-15 | Direct injection solenoid injector opening time detection |
Country Status (6)
Country | Link |
---|---|
US (1) | US9453488B2 (en) |
EP (1) | EP2884084B1 (en) |
JP (1) | JP5968398B2 (en) |
KR (1) | KR101639720B1 (en) |
CN (1) | CN104832308B (en) |
MY (1) | MY171596A (en) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9759116B2 (en) | 2013-10-29 | 2017-09-12 | Continental Automotive Systems, Inc. | Method and apparatus for detecting selective catalytic reduction injector opening time |
US20180051643A1 (en) * | 2015-03-16 | 2018-02-22 | Robert Bosch Gmbh | Method for controlling metering of fuel |
US20180112618A1 (en) * | 2015-04-27 | 2018-04-26 | Denso Corporation | Control apparatus |
US11111837B2 (en) | 2017-09-22 | 2021-09-07 | Scania Cv Ab | System and a method for adapting control of a reducing agent dosing unit |
US11181067B1 (en) * | 2020-06-29 | 2021-11-23 | Denso Corporation | Injection control device |
US11448154B2 (en) * | 2020-05-28 | 2022-09-20 | Denso Corporation | Injection control device |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10012170B2 (en) | 2015-04-17 | 2018-07-03 | Continental Automotive Systems, Inc. | Method, system and apparatus for detecting injector closing time |
JP2017089417A (en) * | 2015-11-05 | 2017-05-25 | 日立オートモティブシステムズ株式会社 | Control device for fuel injection device |
KR101806354B1 (en) | 2015-12-07 | 2018-01-10 | 현대오트론 주식회사 | Injection Control Method Using Opening Duration |
CN108020778A (en) * | 2017-11-24 | 2018-05-11 | 广西松浦电子科技有限公司 | The measuring method and system, computer equipment of a kind of solenoid valve response time |
FR3100569B1 (en) | 2019-09-11 | 2022-07-01 | Delphi Automotive Systems Lux | Method for determining opening characteristics of a fuel injector |
GB2611759B (en) | 2021-10-12 | 2024-03-20 | Delphi Tech Ip Ltd | Method of operating a fuel injection system |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4140084A (en) * | 1975-12-09 | 1979-02-20 | Fiat Societa Per Azioni | Process and apparatus for the stabilization of the period of opening of electromagnetic fuel injector |
Family Cites Families (38)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3611220A1 (en) | 1985-04-25 | 1987-01-02 | Kloeckner Wolfgang Dr | Method and device for operating an internal combustion engine |
JPH0317173U (en) * | 1989-06-29 | 1991-02-20 | ||
JPH062599A (en) | 1992-06-17 | 1994-01-11 | Hitachi Ltd | Injector driving circuit |
DE4308811B9 (en) | 1992-07-21 | 2004-08-19 | Robert Bosch Gmbh | Method and device for controlling a solenoid-controlled fuel metering device |
US5535621A (en) | 1994-03-02 | 1996-07-16 | Ford Motor Company | On-board detection of fuel injector malfunction |
DE4420282A1 (en) | 1994-06-10 | 1995-12-14 | Bosch Gmbh Robert | Method and device for controlling an electromagnetic consumer |
US5808471A (en) | 1996-08-02 | 1998-09-15 | Ford Global Technologies, Inc. | Method and system for verifying solenoid operation |
JP3090073B2 (en) | 1996-12-19 | 2000-09-18 | トヨタ自動車株式会社 | Fuel injection control device for in-cylinder injection internal combustion engine |
DE19720378C2 (en) | 1997-05-15 | 2002-03-14 | Daimler Chrysler Ag | Method for determining the opening time of an injection valve of a high-pressure accumulator injection system |
KR100285482B1 (en) | 1997-08-30 | 2001-10-27 | 정몽규 | Method for controlling fuel injection |
US6115727A (en) | 1997-10-31 | 2000-09-05 | Motorola, Inc. | Time-weighted trimmed-mean filtering apparatus and method |
JP2001221121A (en) | 2000-02-08 | 2001-08-17 | Hitachi Ltd | Electromagnetic fuel injection system and internal combustion engine having it mounted |
JP3957529B2 (en) | 2002-03-07 | 2007-08-15 | 株式会社ミクニ | Fuel injection method |
JP4009676B2 (en) | 2003-08-19 | 2007-11-21 | 独立行政法人 宇宙航空研究開発機構 | Method and apparatus for monitoring operation of solenoid valve |
CN101265848B (en) * | 2003-09-26 | 2011-10-12 | 通用电气公司 | Apparatus and method for accurate detection of locomotive fuel injection pump solenoid closure |
US7328690B2 (en) | 2003-09-26 | 2008-02-12 | General Electric Company | Apparatus and method for accurate detection of locomotive fuel injection pump solenoid closure |
US7152594B2 (en) | 2005-05-23 | 2006-12-26 | Gm Global Technology Operations, Inc. | Air/fuel imbalance detection system and method |
JP2007173158A (en) | 2005-12-26 | 2007-07-05 | Aisin Seiki Co Ltd | Fuel cell system |
US7520259B2 (en) | 2006-05-31 | 2009-04-21 | Caterpillar Inc. | Power management system for fuel injected engine |
US7677086B2 (en) | 2007-03-12 | 2010-03-16 | Gm Global Technology Operations, Inc. | Engine oil viscosity diagnostic systems and methods |
DE102007031552A1 (en) | 2007-07-06 | 2009-01-08 | Robert Bosch Gmbh | Method for determining a position of an armature in a solenoid valve and device for operating a solenoid valve with an armature |
EP2060762A1 (en) | 2007-11-15 | 2009-05-20 | Delphi Technologies, Inc. | Glitch detector and method of detecting glitch events |
US7802563B2 (en) | 2008-03-25 | 2010-09-28 | Fors Global Technologies, LLC | Air/fuel imbalance monitor using an oxygen sensor |
US8737034B2 (en) | 2010-01-13 | 2014-05-27 | Infineon Technologies Ag | Determining a change in the activation state of an electromagnetic actuator |
FR2955516B1 (en) * | 2010-01-26 | 2012-04-20 | Prospection & Inventions | METHOD FOR CONTROLLING A TOOL WITH INTERNAL COMBUSTION ENGINE AND THE TOOL SO CONTROL |
IT1399311B1 (en) * | 2010-04-07 | 2013-04-16 | Magneti Marelli Spa | METHOD OF DETERMINING THE CLOSING INSTANT OF AN ELECTROMAGNETIC FUEL INJECTOR |
FR2961854A1 (en) | 2010-06-23 | 2011-12-30 | Inergy Automotive Systems Res | METHOD FOR CONTROLLING AN SCR SYSTEM |
DE102010042467B4 (en) * | 2010-10-14 | 2019-12-05 | Continental Automotive Gmbh | Determining the opening time of a control valve of an indirectly driven fuel injector |
DE102011078161A1 (en) | 2011-03-03 | 2012-09-06 | Robert Bosch Gmbh | Method for detecting needle movement of metering valve for controlling e.g. usage amount of reducing agent in exhaust after-treatment system, involves adding the differences of comparison results, to obtain quality number for valve |
US8924128B2 (en) | 2011-05-17 | 2014-12-30 | Delphi Technologies, Inc. | Fuel injector control system and method to compensate for injector opening delay |
US8880276B2 (en) | 2011-05-26 | 2014-11-04 | Continental Automotive Systems, Inc. | Engine friction based oil viscosity monitor |
WO2013191267A1 (en) | 2012-06-21 | 2013-12-27 | 日立オートモティブシステムズ株式会社 | Control device for internal combustion engine |
JP5742797B2 (en) | 2012-07-18 | 2015-07-01 | 株式会社デンソー | Fuel injection control device |
JP5644818B2 (en) | 2012-08-01 | 2014-12-24 | 株式会社デンソー | Fuel injection control device |
US9097225B2 (en) | 2013-01-10 | 2015-08-04 | Continental Automotive Systems, Inc. | Method to detect partial failure of direct-injection boost voltage |
JP6010480B2 (en) | 2013-02-27 | 2016-10-19 | 本田技研工業株式会社 | Solenoid valve drive control device |
US9759116B2 (en) | 2013-10-29 | 2017-09-12 | Continental Automotive Systems, Inc. | Method and apparatus for detecting selective catalytic reduction injector opening time |
FR3013073B1 (en) | 2013-11-08 | 2016-01-15 | Continental Automotive France | METHOD FOR DETERMINING WHETHER AN INJECTOR IS IN A BLOCKED STATE |
-
2014
- 2014-10-15 US US14/515,052 patent/US9453488B2/en active Active
- 2014-10-22 EP EP14189880.9A patent/EP2884084B1/en active Active
- 2014-10-27 MY MYPI2014003045A patent/MY171596A/en unknown
- 2014-10-28 KR KR1020140147662A patent/KR101639720B1/en active IP Right Grant
- 2014-10-29 CN CN201410590156.XA patent/CN104832308B/en active Active
- 2014-10-29 JP JP2014220386A patent/JP5968398B2/en active Active
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4140084A (en) * | 1975-12-09 | 1979-02-20 | Fiat Societa Per Azioni | Process and apparatus for the stabilization of the period of opening of electromagnetic fuel injector |
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9759116B2 (en) | 2013-10-29 | 2017-09-12 | Continental Automotive Systems, Inc. | Method and apparatus for detecting selective catalytic reduction injector opening time |
US20180051643A1 (en) * | 2015-03-16 | 2018-02-22 | Robert Bosch Gmbh | Method for controlling metering of fuel |
JP2018511729A (en) * | 2015-03-16 | 2018-04-26 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツングRobert Bosch Gmbh | Method for controlling fuel metering |
US10302037B2 (en) * | 2015-03-16 | 2019-05-28 | Robert Bosch Gmbh | Method for controlling metering of fuel |
US20180112618A1 (en) * | 2015-04-27 | 2018-04-26 | Denso Corporation | Control apparatus |
US10280864B2 (en) * | 2015-04-27 | 2019-05-07 | Denso Corporation | Control apparatus |
US11111837B2 (en) | 2017-09-22 | 2021-09-07 | Scania Cv Ab | System and a method for adapting control of a reducing agent dosing unit |
US11448154B2 (en) * | 2020-05-28 | 2022-09-20 | Denso Corporation | Injection control device |
US11181067B1 (en) * | 2020-06-29 | 2021-11-23 | Denso Corporation | Injection control device |
Also Published As
Publication number | Publication date |
---|---|
US9453488B2 (en) | 2016-09-27 |
CN104832308B (en) | 2018-10-12 |
JP2015135102A (en) | 2015-07-27 |
JP5968398B2 (en) | 2016-08-10 |
MY171596A (en) | 2019-10-21 |
EP2884084B1 (en) | 2024-01-03 |
EP2884084A2 (en) | 2015-06-17 |
EP2884084A3 (en) | 2015-12-02 |
KR20150050434A (en) | 2015-05-08 |
CN104832308A (en) | 2015-08-12 |
KR101639720B1 (en) | 2016-07-22 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US9453488B2 (en) | Direct injection solenoid injector opening time detection | |
US20110264392A1 (en) | Method for correcting the drift of a pressure sensor signal | |
CN107609540B (en) | Method and device for acquiring calibration parameters of fingerprint sensor and mobile terminal | |
WO2016000490A1 (en) | Electronic detection interpretation method and electronic detection interpretation device | |
US9188572B2 (en) | Liquid chromatography analyzing device | |
CN109115257B (en) | Method, device, equipment and storage medium for correcting sensor characteristic curve | |
RU2016116927A (en) | DEVICE, METHOD AND SYSTEM FOR PROCESSING PHYSIOLOGICAL SIGNAL | |
CN108107086A (en) | A kind of gas detection method and gas sensor based on array gas sensor | |
CN110118715B (en) | Blood cell pulse signal analysis device and method | |
US11280771B2 (en) | Liquid chromatograph | |
CN116796209B (en) | Data processing method for monitoring storage environment temperature of detection kit | |
US11215591B2 (en) | Chromatographic data system, processing apparatus, chromatographic data system processing method, and chromatograph | |
US20150192635A1 (en) | Method for Analyzing Discrete Traps in Semiconductor Devices | |
US10006397B2 (en) | Data analyzer | |
US11788996B2 (en) | Data processing device for chromatograph, data processing method, and chromatograph | |
CN105676001A (en) | Equivalent inductance measurement method of proportional solenoid valve and oil pressure control method | |
EP1541847A1 (en) | Throttle opening estimation method and ecu (electronic control unit) | |
US9423792B2 (en) | Method for suppressing interference | |
KR100988734B1 (en) | Sensor data analysis system and method | |
KR20210073171A (en) | Method for calculating delayed opening time of an injector and control apparatus for fuel injection of an injector | |
CN114482767B (en) | Anti-pinch force detection method and system for ripple anti-pinch car window | |
KR102619849B1 (en) | System and method for monitoring the purging process of a urea solution injection system | |
CN117033918B (en) | Waveform data segmentation processing method and device | |
JP6044524B2 (en) | Fuel injection condition analyzer | |
CN110168641B (en) | Apparatus and method for determining pitch information |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: CONTINENTAL AUTOMOTIVE SYSTEMS, INC., MICHIGAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:QIAO, NINGSHENG;MOORE, NICHOLAS;FABRE, FRANCOIS;REEL/FRAME:033955/0647 Effective date: 20141014 |
|
FEPP | Fee payment procedure |
Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY |
|
STCF | Information on status: patent grant |
Free format text: PATENTED CASE |
|
CC | Certificate of correction | ||
MAFP | Maintenance fee payment |
Free format text: PAYMENT OF MAINTENANCE FEE, 4TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1551); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY Year of fee payment: 4 |
|
AS | Assignment |
Owner name: VITESCO TECHNOLOGIES USA, LLC., MICHIGAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:CONTINENTAL AUTOMOTIVE SYSTEMS, INC.;REEL/FRAME:057650/0926 Effective date: 20210810 |
|
AS | Assignment |
Owner name: VITESCO TECHNOLOGIES USA, LLC., MICHIGAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:CONTINENTAL AUTOMOTIVE SYSTEMS, INC.;REEL/FRAME:058108/0319 Effective date: 20210810 |
|
MAFP | Maintenance fee payment |
Free format text: PAYMENT OF MAINTENANCE FEE, 8TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1552); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY Year of fee payment: 8 |